Gear shifting mechanism



May21,1940 y LM/.HEY 2,201,971

GEAR SHIFTING MECHANISM Filed Oct. l5, 193'7 4 Sheets-Sheet l May 21 l940 H, W, HEY 2,20L971 GEAR SHIFTING MECHANISM Filed Oct. l5, 1937 y4 Sheets-Sheet 2 My 21,.;1940. I H. w. HEY 2,201,971

GEAR SHIFTING MECHANISM May 21, 1940. H. w. HEY

l GEAR SHIFVTING MECHANISM Filed 001'.. l5, 1937 4 Sheets-Sheet 4 'III s Illmlllfll L- fm Patented May 2l, 1940 UNITED sTATEs PATENT lol-l-icE l GEAR smrrING MECHANISM Henry W. Hey, Richmond, Va., assignor to Automatic Shifters, Inc., Richmond, Va., a corporation oi' Virginia Application October 15, 1937, Serial No. V169.288 34 Claims. (Cl. i4-335) No. -l62,051, filed September l, 1937.

' In the copending application referred to I have disclosed avvacuum operated motor connected to shift either of the shift rails of the motorvehicle transmission, and such motor is controlled l0. by a follow-up valve mechanism whereby the shifting operation takes place in accordance with the movement of a. manually operable handle connected to the valve mechanism. The follow-up valve mechanism is arranged wholly separate l5- from the shifting motor'and comprises two movable elements one of which is connected to be operated by the manually operable lever and the other of which moves in accordance with the shifting operation 'to provide the follow-up action referred to.' The ports of thev valve mechanism are constructed and arranged to vacuum suspend the piston of the shifting motor in any position in which the manually operable lever is stopped, thus preparing the'motor for instantaneous. op-

eration upon movement of the manual lever. The mechanism of the copending application referred to is shown connected to a conventional motor vehicle .transmission which is arranged in the customary manner with the shift rails lying in a horizontal plane at the top of the transmission. The prior mechanism contemplates the use of a crossover motor connected toa selecting element movable in a horizontal plane to select either of the shift rails for operation uponactuationof the shiftingmotor.

, An important object of thepresent-invention vis to provide a shifting mechanism operating in accordance with the principles ofthe mechanism shown in the copending application referred to,`

, but wherein only one of the main valve elements tis movable and is operable by the manual selector handle to energize the motor, the same valve elejment being movable in accornce with the shift.

ing operation to tend to res ore it to its normal movement of the shift lever and incident to relative movement of the vehicle power plant with respect to the chassis.

A further object is to provide a shifting mechanism of the character referredtoin combina-` 5 tion with a .conventional transmission which is rolled over or turned on its side approximately 90 degrees from the usual position of such a transmission whereby the :door boards -of the vehicle'may bel substantially lowered.

A further object i's to provide ashifting mechanism controlledfby a follow-up valveaction as in the co-pending application referred to; and to provide in conjunction therewith means for reacting against the manual lever ingacordance .l5-

with the degree of resistance encountered in the shifting operation -thus providing themanual lever with ffeel to'accurately4 simulate conventional gear shifting. ,A

A furtherobject is to provide a. fluid pressure 20 operated device respon'sive to pressures in the shifting motor and connected to react against the manual lever to provide the latter with the highly desirable feel referred to.

A further Objectis-to provide a power shift- A25 ing mechanism wherein feel is provided in the manually operable lever -by offering resistance to the movement of 'such lever, .and wherein the `force exerted by the operaton in overcoming such resistance is utilized ,for assisting the shifting mo- 30 tor in performing the shifting movement.

A further object is to provide control means for the shifting motor including the feel means referred to and to provide normally inoperative instrumentalities affording motion transmitting $5-,

means through which manual shifting may be eected inthe event of failure of the shifting -motor, the feel means tendingto prevent the functioning of such motion transmitting instrumentalities during the/normal operation of the apparatus andbeing rendered inoperative upon failure of the power means to permit manual shifting to be more readily effected.

A further object is to provide'a transmission shifting mechanism ln'which a small -predeter- 45 mined portion of the work of 'shifting isperformed by the operator in acting against the feel in the manual lever andthe remainder of the work is done by the shifting motor, while, upon failure of power or of the shifting motor, '60

.all of the work may be done by the operator -through the same manual handle.

-A further object is; to provide a mechanism .of this character wherein compactness is provided; by mounting as a unit the shifting motor, the

main control valve therefor, the means for transmitting a manual movement to the movable control valve and the means for providing the followup action of such control valve upon operation of the shifting motor.

A further object is to provide a crossover mechanism including a motor for selecting the shift rails for operation, and to provide in conjunction with the crossover mechanism a manually operable mechanism which is adapted to function upon failure of power in the crossover motor to provide selection of the shift rails.

A further object is to provide such a mechanism wherein the means for effecting the manual crossover action functions to prevent lateral movement of the manual lever except when the shift rails are in neutral position, thus eliminating the necessity for a gate or similar means for guiding the manual lever in an H-path.

A further object is to provide a iiuid pressure operated crossover motor having a follow-up valve mechanism operated from the manual lever, the follow-up action of such valve mechanism being provided through the medium of the means which effects the manual crossover action upon a fail'- ure of power in the crossover motor. f

Other objects and advantages of the invention will become apparent during the course of the following description.

In the drawings I have shown one embodiment of the invention. In this showing:

Figure 1 is a perspective view of the mechanism associated with parts of a motor vehicle,

Figure 2 is a plan view of the shifting motor and the main valve mechanism and associated parts,

Figure 3 is a section taken substantially on line 3-3 of Figure 2, parts being shown in elevation, 'rf

Figure 4 is a horizontal sectional view through the valve mechanism separated from the shifting motor and taken substantially on line 4--4 of Figure 3, parts being shown in elevation,

Figure 5 is a transverse vertical sectional view of the valve mechanism taken substantially on line 5--5 of Figure 4,

Figure 6 is a central vertical sectional view through the crossover valve mechanism taken substantially as indicated by the line 6 6 in Figure 1,

Figure 'l is a vertical sectional view of the control lever mechanism taken substantially as indicated by the line 'l--1 of Figure 1,

Figure 8 is a horizontal fragmentary sectional view on line 8-8 of Figure 7,

Figure 9 is a similar view taken on line 9 9 of Figure 7,

Figure 10 is a side elevation of a portion of the transmission, i Y

Figure 11 is a vertical sectional view on line II-II of Figure 10,

Figure 12 is a similar view on line |2--I2 of vFigure 10, and,

top and is provided with a side cover plate I3. Moreover, the shift rails I4 and I5 of the transmission lie in a vertical plane toward the side of the transmission instead of in a horizontal plane as in the conventional transmission arrangement.

' The cover plate I3 has a relatively deep portion I6 extending substantially throughout the length thereof to receive a shift link Il. One end of this link is pivotally connected as at I3-to the i upper end of a crank I9 carried by a shaft 2l. This shaft extends through a suitable bearing 2| formed integral with the cover plate I6. The shaft 20 extends outwardly beyond the bearing 2l for connection with the upper end of a crank arm 22 to which power is supplied to move the linkgI'l and shift one of the shift rails I4 or I5 in a manner to be described.

At its other end, the shift link Il is provided with an inwardly projecting linger 23 (Figures 10 and 13) and this finger is movable for selective engagement with notches 24 and 25 formed in the respective shift rails I4 and I5. Upon swinging movement of the crank arm I3, the shift link Il will be moved longitudinally to transmit movement to one of the shift rails. depending upon the notch 24 or 25 in which the finger 23 is arranged,

The link Il is swung vertically about the pivot I8 by the mechanism shown in Figures 10 and 12 to arrange the finger 23 in the selected notch 24 or 25. 'Ihe link Il is provided intermediate its ends with a slot 26 receiving'a pivot pin 21 carried by the upper end of a reciprocating rod 28. It will be apparent that when this rod is moved upwardly the nger 23 will engage the notch 24, while the finger 23 will engage the notch 25 upon downward movement of the rod 28.

Movement of this rod is. effected through a crossover motor indicated as a whole by the numeral 29. This crossover motor comprises upper and lower casing sections 30 and 3I, the former of which carries a ring 32 secured against the bottom of the casing I3. A diaphragm 33 has its peripheral portion clamped between the peripheral flanges of the casing sections 33 and 3|. The lower end of the rod 23 extends through the diaphragm 33 and has threaded or other connection with a vertically movable rod 34 arranged below the diaphragm 33. It will be apparent that the diaphragm is fixed with respect to both of the rods 28 and 34, and a spring 35 urges the diaphragm upwardly. 'Ihis spring, therefore, constitutes means for urging the rod 28 upwardly thereby biasing the finger 23 toward the shift rail I4 whereby it will tend to move into the notch 24 when the shift rails are in the neutral position shown' in Figure 10.

The casing section 3l is provided with a bearing 36 in which the rod 34 is slidable. A flexible tubel 31 is provided with a ferrule 38 at its end extending'into the bottom of the bearing 36 and secured thereto as at 39. The flexible tube 31 houses a Bowden wire 40 secured at its end to the rod 34. The functions of the wire 43 will be referred to in detail later.

A fluid pressure motor indicated as a whole by the numeral 4I is adapted to shift the selected in which a piston rod 46 is reciprocable, a piston 41 being connected to the piston rod 46 to form the pressure responsive member of the motor 4|. a A rubber or other flexible boot 41' is connected between the bearing 45 and piston rod 46 to seal the bearing 45 against dirt andother foreign materials. The other end of the piston rod46 is pivotally connected as at 48 to the lower end of the lever 22.

As stated, the cylinder head 43 carries the main valve mechanism which controls the motor 4|'. The head 43 is provided with a plurality of circumferentially spaced studs 50 to form attach-Y ing means for the valve mechanism.r .Such mechanism comprises a casing member 5| having a chamber 52 formed therewithin, the casl casing member 55 is provided with an annular flange 51 arranged adjacent the flange53. A flexible diaphragm 58 is arranged between the flanges 53 and 51 as shown in Figures 3 and 4.

Screws 59 extend through the Aflange 51, diaphragm 58 and fiange 53, the inner ends of the screws being threaded in the studs 50. Thus it will be apparent that the casing 5| and the main valve body 54 are securely fixed with respect to the motor cylinder 42.

The valve body 54 is provided with a bore 80 in which is arranged a valve 6I. Intermediate its ends, this valve is provided with a pair of spaced heads 62 and 63 the remote ends of which are preferably tapered as shown. The valve 6| is also-provided with heads 64 and 65 spaced beyond the remote faces of the respective heads 62 and 63. Adjacent its ends, the valve 6| is vprovided with cylindrical portions 66 and 61 the former of which is slidable in the bore 60 and the latter' of which is slidable in a lbore 68 formed in the casing member 5|.

At one side, the valve body 54 is provided with a pair of ports 69 and 10 the former `of which communicates with the space 1| between the heads 62 and 64 andthe latter of which com-A 1 municates with the space 12 between the heads 63 and 65. Both of the ports 69 and 10 are in constant communication with a passage 13 formed in a manifold element 1.4 bolted as at 15 (Figure 2) to the valve body. 54. The manifold element 14 is provided with a port 16 com- -municating through an elbow 11 and pipe 18 with an air cleaner 09. It will be apparent that both of the ports 68 and 10, therefore, and consequently the valve spaces 1| and 12 are in constant communication with the atmosphere.

'I'he top of the valve body 54 .is provided with a passage 80v communicatingwith the space 8|' between the valve heads 62 and 63. The passage 80 is connected by a suitable union 82 to a pipe 63 which isl in constant comunication with vthe intake manifold |0 in a manner to bedeports 85 and 86. When the valve 8| is in the neutral position shown in Figure 4, therefore, both ports 86 and 86 have limited communication with the valve space 8| which is in -constant communication with the intake manifold as previously stated.

A manifold element 81 is secured against one side of the valve body 54 as at 88 and is :provided with passages 88 and 90 which communicate with the respective ports'85 and 86. An elbow 9| is formed integral with the manifold element 81 and is provided with a passage 92 (Figure 5) communicating with the passage 88.4 The elbow 8| has its outer end connected by a flexible hose 93 to a tubular member 94 leading into the adjacent end of the motor cylinder 42. It will be apparent, therefore, that the pressure in the port 85 (Figure 4) determines the pressure in the adjacent end of the motor cylinder 42.

The manifold element 81 is further provided with an integral elbow |00 (Figures 3 and 5) having a passage |0| communicating with the passage 90. 'I'he elbow |0| has its free end preferably turned upwardly as indicated in Figmember |02, the other end of this 'tubular member communicating with the remote end of the cylinder 42 through' a suitable connection |03 (Figures 1 and 2).

The diaphragm chambers 52 and 56 are subject to the pressures existing in the respective ends of the cylinder 42 whereby dinerentlal pressures on opposite sides of the diaphragm 68 will resist movement of the valve 6| in accordance with the differential pressures on opposite sides of the motor piston 41. Referring to Figure 4, lt will be noted that a passage |04 is drilled in the valve body 54 to afford communication between lthe passage 86 and the diaphragm chamberv 56. Referring to Figure 5, it will be noted that the valve body 54 is provided with a passage |05 communicating at its upper end with the port 85. The valve body is provided with an integral projection |06 having a passage |01 (Figure 3) communicating at one end with the passage |05. The casing section 5| is drilled to provide a passage |08 affording communication f between the passage |01 and the diaphragm chamber 52. Thus it will be apparent that the diaphragm chambers 52 and 56 communicate respectively with the ports 85 and 86, and these ports communicate respectively with the left and right ends respectively of the cylinder 42 as viewed in Figure 3. 4

A supporting bracket |09 is fixed in any suitable manner with respect to the frame of the vehicle and is provided with a resilient supporting block |10, preferably formed of rubber, fixed with respect thereto. 'I'he valve body' 54 is supported with respect to the block H0 while the motor 4| is xed with respect to the valve body 54. Therefore, the rubber block ||0 forms a resilient support for one end of themgtor-valve unit, and this arrangement permits the right hand `end of the motor 4| as viewed in Figure 1 to alter its position incident to the 4swinging movement of the arm 22. The rubber mounting ||0 also permits the motor vehicle engine to swing in -its resilient support with respect to the vehicle body.

Any suitable means' may be employed for securing the valve body64 to its rubber mounting. In Figure 4 of the drawings the valve body has been indicated as being provided with an`lntegral `flange Il! against which is arranged a washer 15 ||2 .which is adapted to engage one side of the rubber block ||0. A similar washer ||3 engages the other side of the rubber block, and the free end of the valve body is threaded to be received in a nut ||4 adapted to be turned up against the washer ||3.

As shown in Figure 1, the bracket |09 carries a boss ||5 to which is connected to pivot pin ||6. 'I'his pivot pin supports a bell crank lever ||1 having arms ||8 and ||9. A oating lever |20 is pivotally connected intermediate its ends as at |2| to the lever arm ||9 and the lower end of the lever |20 is pivotally connected as at |22 to the free end of the valve 6|. If desired, a boot |23 may be connected between the'rubber mounting I and the valve 6| inwardly of the pivot pin |22;

as shown in Figure 1, to prevent the entranceof foreign material into the valve body 54.

The upper end of the floating lever |20 is pivotally connected as at |24 to a control link |25. The rear end of this link is pivotally connected as at |26 to an upper end of an arm |21 having its lower end clamped to the piston rod 46 by means of a screw |20. It will become apparent that the rocking movement of the lever arm I8 will swing the lever |20 about the pivot pin |24 to slide the valve 6| longitudinally, and that the resultant operation of the motor 4| will cause motion to be transmitted from the piston rod`46 through the link |25 to move the upper end of the lever |20 about the pivot pin |2| to tend to return the valve 6| to its normal position. This operation provides a follow-up action of the valve mechanism to cause the motor piston 41 to move in accordance with the movement of a manually operable handle to be described.

'Ihe dash |29 of the vehicle is provided with a bracket |30 supporting a shaft |3| to the respective ends of which are connected a substantially vertical crank arm |32 and the substantially horl zontal crank arm |33. The end of the crank arm |33 is pivotally connected as at |34 to the upper end of a rod |35, and a connection |36 is provided between the lower end of this rod and the free end of the arm ||6, this connection preferably being of the conventional ball and socket type.

An operating rod |31 extends through the dash |29 and has its forward end pivotally connected as at |38 to the lower end of the crank |32. The rear end of. the rod |31, as shown in Figures 'l and 9, is provided with a transversely elongated head |38' having a slot |39 formed therein. The head |38' is arranged within a relatively short casing |40 shouldered as at |4| for reception in a suitable opening in the instrument panel (notl shown) of the vehicle.

A manually operable lever |42 has its lower end |43 arranged in the slot |39. The lever |42 ls transverselyy movable to select the respective transmission shift rails for operation in a manner to be vdescribed and corresponding movement of the lower end |43 of the lever takes place freely in'the slot |39. Upon forward and rearward movement of the handle |42, however, movement will be transmitted to the rod |31 and this movement is utilized for operating the control valve 6| through the mechanism described. The rod |31 preferably extends through a suitable guide |44 carried by the housing |40.

Operation of the crossover motor 29 is controlled by a rock shaft |45 (Figures 1, '1 and 8) mounted in suitable bearings |46 arranged within the housing '|40. Between these bearings, the rod |45 is provided with a head |41 through which the lever |42 extends. The portion of the lever |42 within the head |41 is enlarged as at |40 and is pivotally connected as at |49 to the head |41. Upon forward and rearward movement, the lever |42 pivots about the pin |49, and upon transverse movement of the lever |42, the enlarged portion |48 of the lever transmits rocking movement to the shaft |45 through the head |41.

A crossover valve indicated as a whole by the numeral |50 is operated upon rocking movement of the shaft |45 and controls the crossover motor 29. The valve |50 is preferably carried by the dash |29 and is shown in detail in Figure 6 of the drawings. The valve |50 comprises a vertical cylindrical valve body having opposite sides provided with aligned tubular projections |52 and |53. the latter of which is connected to the pipe 83 preferably by a flexible tubing section |54, as shown in Figure 1. The tubular projection |52 is preferably connected by a similar flexible tubular section |55 to one end of a tube |56, the

other end of this tube being connected by a ilexible section |51 to a union |58 tapped into the intake manifold |0.

A valve member |59 is vertically slidable in the valve body |5| and is provided with a reduced portion |60 vin constant communication with the tubular projections |52 and |53. Therefore, the valve |59 does not disturb communication between the pipes 83 and |56, and the valve space 8| (Figures 4 and 5) is therefore in constant communication with the intake manifold. The upper end of the valve |58 is hollow as indicated by the numeral |6|. The solid lower end of the valve |59 is provided with a diametrical passage |62 in constant communication with the intake manifold through the tubular extension |52, and above this passage a port 63 is adapted to afford communication between the passage |62 Y and the interior of the hollow upper end of the valve |59.

The valve |59 is provided above the reduced portion |60 with a similar reduced portion |64 forming a space communicating in any position of the valve |59 with a port |65. A nipple |66 has one end communicating with the port |65 and the other end of this nipple is connected by a flexible tubular section |61 (Figure 1) with one end of a pipe |68. The other end of this pipe is connected by a'. flexible tubular section |69 with a short pipe section I communicating with the'lower casing section 3| of the crossover motor 29. The valve |59 is provided with ports |1| affording communication between the space |6| and the port |65 around the reduced portion |64 of the valve.

A plug |12 is threaded in the upper end of the valve |59. This plug is provided with a bore |13 in which is slidable a head |14 carried by a reduced upwardly extending stem |15. The upper end of the bore |13 is reduced as at |16 to form a bearing for the reduced stem |15. A spring |11 urges the head |14 downwardly.

' A valve member |18, preferably formed of rubber; seats against the lowerend of the plug |12 and surrounds a stem |19 having its upper end arranged within and secured to the head |14. As shown, the head |14 is provided with a groove |80 communicating with the space above the head |14, and the upperv end of the plug |12 is providedI with an opening |8| affording communication between the upper end of the bore |13 and the space above the valve body. Thus the unseating of the valve |18 will admit atmospheric pressure into the space I6I. 4

The lower end of the stem |19 is provided opposite sides thereof with relatively heavy disksI with an outstanding 'flange |82 carrying a rubber or similar elastic valve member |83 adapted to seat on the bottom of the space |6| to form a closure for the opening |63. A ferrule |84 surrounds the stem |19 between the valves |18 and |83 andl is providedl at its upper end with an outstanding flange |85 seating against the bottom of l the valve |18. A washer |86 seats upon the top of the valve |83 and a coil spring |81 is arranged between the ange |85 and washer |86 to urge these members away fromeach other and thus urge the valves |18 and |83 toward their seats. The two rubber valves referredto are highly elastic, and upon downward movement of the head |14, corresponding downward movement of the stem |19 will compress the valve |83 while the head |14 moves the valve |18 off its seat whereby.

the passage n|80 will communicate at its lower end with the space |6I, thus connecting the lower casing of the crossover motor to the atmosphere. Upon upward movement of the head |14, the valve |18 will be compressed against its seat thus permitting' sumcient upward movement of the ange |82 to lift the valve |83 from its seat. Thus the space |6| will communicate withthe vacuum passage'l62 through port |63, and air will` be exhausted from the lower casing section of the crossover motor. 'I 'he Bowden wire 40 is connected to the bottom of the valve |59 and one of the functions of this wire, as will be described, is to cause'the valve |59 to move in a follow-up action with respect to the head |14, whenevr one of the valvesv|18 or |83 is unseated to cause operation of the crossover motor.

The valve body |5| is provided with' a preferably integral bracket |88 which ray be utilized for securing the crossover valve to the dash |29. The bracket |88 is provided at its upper end with a bearing |89 supporting a shaft-|90, and this shaft is coupled to the rock shaft `|45 (Figure 1) by a shaft section 9|. -Accordingly transverse movement of the manual lever |42 will rock the shaft |90.

A crank |92 is secured at one end of the shaft |90 and has its free end pivotally connected as at |93 to a yoke |94 to which the upper end of the stem |15 is connected. 'I'he pivotal connection of the pin |93 with the yoke |94 is provided with sufficient 16st motion by means of a slot |95 to permit the stem |15 to partake of linear movement while the crank |92 swings about the axis of the shaft |90. A preferably rubber boot |96 is connected between the yoke 94 and the upper endv of the valve body |5| to minimize the entrance lf dirt or other foreign material into the valve, and this boot is ported 'as at |91 to maintain the passage |8| vented to the atmosphere. v l

'I'he lower end of the bracket is provided with a depending portion |98 carrying a small brackabove, but is' even more effective in connection with the present apparatus for reasons which will be referred to later. For the purpose of permitting such manual operation, means is preferably provided for limiting the movement ofthe valve 6| .with respect tothe valve casing 54. For example, the diaphragm 58 may be provided on upper ,end of the 20| and 202 preferably formed of an internal dlameter slightly greater than the diameter of the adjacent portion of thevalve 6| -to limit elasticity between the valve and the disks 20| and 202. These disks are adapted to contact with adjacent portions of the housings 5| and 55 when the motor 4| fails to function upon movement of the valve 6|, and the valve is moved somewhat beyond its normal operative position.

The operation ofthe apparatus is as follows: Assuming that the transmission is in neutral prior to starting thevehicle from a standstill, atmospheric pressure will'be present in the lower crossover motor casing 3|, in which case the diaphragm 33 and rod 28 will be'biased to their upper positions as shown in Figure 12. Accordingly the pin 23 will be in engagement with the notch 24 of thef first and reverse gear shift rail i4. Accordingly the vehicle is ready to be started in low gear.

Under the foregoing conditions, it will be apparent that the manually operable lever |42 also will be in neutral position, whereupon the driver may start the vehicle in motion by moving the lever |42 toward the left and rearwardly as viewed by the operator,in accordance withv the convenu tional movement of a gear shift lever. In this connection, it will be noted that the perspective View in Figure 1 is taken looking rearwardly from the right hand side of the vehicle and accordingly the lateral movement of the handle |42 will be toward the right as viewed in Figure 1. Upon rearward movement of the lever |42, this lever will pivot about the axis of thepin |49, thus moving the lower end |43 of the lever Vforwardly or to the left as viewed in Figure 7. This operation pushes-the rod |31 forwardly or to the-left as viewed in Figures 1 and 7, and thus the crank |32, shaft |3| and crank |33 will be turned in a clockwise direction (Figure 1). Accordingly, the

rod |35 will be pulled upwardly to swing thejoell crank lever l l1 in a counter-clockwise direction, and accordingly the lever arm ||9 will transmit movement to the lever |20 to turn this member in a counter-clockwise direction about the pivot pin |24. It will be apparent that since the motor 4| has not y'et been operatedv the rod |25 will be stationary, thus fixing the position of the pivot pin |24 whereby movement will be imparted to the lever |20 in the manner referred to to move the valve 6| toward the right as viewed in Figures 1 and 4.

Nery slight initial movement of the valve 6| will cause the head 62 to move a sufficient distance to close the port 85 to the space 8| and to open it to the space 1|. the head 83 will move to uncover the port 86 to a slightly greater extent than shown in Figure 4, thus increasing communication betweenl .this port and the vacuum Aspace 8|. Under such conditions, therefore, the port 85v and passage 89 will be open to the atmosphere through port 69, while the port 86 and passage 90 will be connected to the intake manifold through port 80 (Figure 5) and pipe 83. Since the passage 86 will have been previously in limited communication with the intake manifold, air will have been exhauste'd from the diaphragm chamber 56 through port l 04, and since the passage 90 communicates with the right hand end of the motor cylinder 42 through pipe |02 (Figure 1) it will be apparent that'air will have been previously exhausted from such end of the cylinder.

Since the port 85 and passage 89 are now contion as viewed in Figure l.

nected to the atmosphere it will be apparent that air will iiow through passages IDI, |||1 and |08 (Figures 3 and 5) into the diaphragm chamber i2. It also will be apparent that air will flow i from the passage Il through the elbow 9| and tube 93 to the left hand end of the motor cylinder 42, and thus a diil'erential pressure will be built up on opposite sides of the piston 41 to move this member toward the right as viewed in Figures 1 and 3. Accordingly similar movement will be transmitted'to the piston rod 48 to swing the crank -arm 22 in a counter-clockwise direc- Bince the crank 22 is connected through the shaft '20 to the crank I9 as shown inl'igures i0 and 11, it will be apparent 'that the latter crank will move the shift link toward the lett and transmit similar movement to the shift rail i4 to move the latter toward low gear position.

The operation .of the motor piston 41 and piston rod "46 in the marmer referred to moves the rod toward the right as viewed in Figure 1. Assuming that. the manual lever |42 has been moved only a short distance and its movement arrested, Vthe stopping of the movement of this lever will arrest movement of the bell crank arm ||9 and' pivot pin |2|. gAccordingly movement of the rod |25 will cause the iloating lever |20 to turn in a Aclockwise direction about 'the pivot pin |21, thusmoving the valve il toward the left as viewed in Figures 1 and 4. This v:movement :of the valve iti will be opposite to that previously imparted upon movement of the manuallever SI2, and accordingly the valve 6| be restored to the position shown in Figure 4. Undersuch conditions; the valve heads I2 and il (Figure 4) will move to the neutral position wherein both ports Il and 86 will vhave limited communication with the vacuum space 8|. Thus air will be exhausted from the diaphragm cham-i ber 52 through passages |05, |01 and IUI (Figure 3) and air will be similarly exhausted from the left hand end of the motor cylinder 42 through elbow 9| and pipe 93. 'I'hus equalized partial vacuum will exist on opposite sides of the diaphragm il and on opposite sides of the motor piston 41 and movement of the motor piston will be arrested.

The foregoing operation vhas been set forth merely to indicate that whatever movement is transmitted to the manual lever |42 will result in the transmission of the corresponding move- -ment to the motor piston 41. It also will be apparent that pressures existing on opposite sides oi the motor piston will be reproduced on opposite sides oi' the diaphragm Il, 4and this feature is of great importance, as will be described later.

Normally, of course. the operator will continuously move the manual lever |42 from neutral position into the low gear position, and during such operation continuous movement of the bell crank lever ||1 will take place and the pivot pin |2| obviously will continue to move rearwardly or to the right as viewed Figure 1 so long as movement is-.transmitted thereto through the rod I. Such operation, however, will not continuously move the valve Il since operation of the piston 41 and piston rod 4i toward the right as viewed in Figure 1 will transmit continuous movement through the rod |26 to the pivot pin |24 to move this element rearwardly.

During continued movement of -the handle |42, therefore, movement ol the pivot pin |24 will compensate for movement ot the Divot pin |2| and the valve 6| will remain in a position in which the port 86 (Figure 4) will remain in communication with the vacuum space Il while the port 85 will be closed to the ivacuum space 8| and maintained in communication with the atmosphere through the valve space 1|, port 69, etc. It is the continued maintenance of the valve 6| in such position and continued movement of the manual lever |42 which causes the piston 41 to move continuously toward the right hand end of the cylinder 42 at which pointthe shift rail |4 will reach low gear position.

As soon as'the shift rail -I4 reacheslow gear position, the valve il will reassume its neutral position with both of the ports li and 86 in i restricted communication with the vacuum space 8i as shown in Figure 4. Any suitable means may be employed or permitting the motor piston 41 to travel the very slight distance beyond a corresponding gear position o! the lever |42 to permit the neutral position of the valve to be reached. VFor example, movement of the handle position. Means for limiting movement of the lever |12 may be .of any desired form, as stated. For example, the lever may engage the ends of the slot in the casing |4l through which the lever projects.

However, the diaphragm 8l tends to return the valve Si to neutral position and when the lever |42 reaches the low gear or any other gear position and is released, the elasticity of the diaphragm il will return the valve il tofneutral position. 'I'he returning of the valve Il to neutral position whenever movement of the lever |42 is arrested, for example in low gear position. provides an important feature of operation of the device. .In the neutral position of the valve 6|, it will be apparent that both ends of the motor cylinder 42 will communicate with the source of vacuum through the space Il (Figure 4) and accordingly when the piston 41 reaches a gear position the returning of, the valve 8| to neutral position results in exhausting air from the end' of the cylinder 42 to which air previously had been admitted. For example, when the low gear position is reached the piston 41 will be at the right hand end of the cylinder 42, and as soon as the valve 6| returns to neutral position, air will be exhausted from the lett hand end of the cylinder 42. thus balancing pressures on opposite sides of the piston 41.

This feature is of importance in seeming instantaneous operation when the next gear shift-' ing operation is initiated by moving the handle For example, assuming the piston 41 to be in the low gear position referred to, movement of the lever 42 will admit atmospheric pressure into the right hand end of the cylinder 42 while maintaining the partial vacuum in the left hand end of the cylinder. This "dumping of air into' lever |42 is stopped forms no part of the present 4'I5 invention per se but is described'and claimed in my copending application Serial No. 162,051, filed I ver |42, the lower end |43 of this .lever will move the rod |31 rearwardly or to the right as viewed in Figures 1 and 7, vand accordingly the crank |32, shaft I3| and crank |33 will beturned in a counter-clockwise direction to move the rod I 35 downwardly. 'I'his movement rocks the bell crank,lever ||1 in a clockwise direction' whereupon the pivot pin I2| will move forwardly or to the left as viewed in Figure 1.

Since the piston 41 will have been at rest in the low gear position under the conditions referred to, the swinging of the bell crank lever ||1 will turn the lever |20 ina clockwise direction about the pivot pin |24 thus moving the valve 6| toward the left as viewed in Figures 1 and 4. 'Ihis operation causes the valve head'63 to close the port 86 to the vacuum space 8| and open it to the atmospheric space 12, while the valve head 62 will -open the port 85 to a slightly greater degree of communication with the space 8|. Through the connections described, the forward end of the cylinder 42 will remain in cornmunication with the vacuum source while air will be "dumped into the rear end of the cylinder. Thus the piston 41 will promptly move forwardly.

Forward movement of the piston transmits corresponding movement through the rod |25 to the piv/ot pin |24 to tend to turn the lever |20 about the pivot pin |2|. Continued forward .movement of the pin |2|, however, upon continued forward movement of the lever |42, prevents the rod |25 from returning the valve 6| to its neutral position and this valve will remain in the operative position referred to to cause continued forward movement of the piston 41. As soon as rneutral position of the lever |42 is reached, forward movement of the lever will be arrested preparatory to moving the lever transversely. As soon as movement of the lever |42 is stoppedfor ward movement of the rod |25 will swing the lever |20 about the pivot pin |2| to a suiicient degree to restore the valve 6| to its neutral position thereby vacuum suspending the piston 41 and arresting it at a position intermediate the position of the cylinder 42. l

, Forward movement of the piston 41 in the manner described swings the cranks 22 and I9 in a clockwise direction as viewed in Figure 10 and movement of the piston 41 will be arrested when the shift rail I4 reaches neutral position due to movement of the lever |42 having been stopped. The pin`23 will remain insthe notch 24 pending transverse movement of the lever I 42 to the sec- .Accordingly such operation connects the pipe |66 (Figure 6) and pipes |68 and |10 and the crossover motor casing 3| (Figure l) to the source of vacuum. Since the upper motor casing 30 is permitting air to flow through passage vented to the atmosphere, the operation referred to establishes differential pressures on opposite sides of the diaphragm 33 thus moving this diaphragm downwardly to swing-the link I1 and thus transfer the finger 23 from the notch 24 to the notch 25 of the second and high gear shift rail I5.

Selection of the second and high gear shift rail having been made, the lever |42 may be moved forwardly to effect the shift into second gear. So far asl the shift motor 4I and its control mechani'sm is concerned, movement of the handle |42 from neutral into second gear position causes exactly the same functions to be performed as when the lever |42 is moved from the low gear position to neutral position, and the description of such operation need not be repeated. AirL will be admitted into the rear end of the cylinder 42 and the piston 41, which previously had stopped in neutral position, will move toward the forward end of the cylinder 42. This movement is transmitted to the shift link I1 to move the shift rail I5 into second gear position. As soon as this position isv reached, the valve 6| will be restored to neutral position and the piston 41 will be vacuum suspended with the gear set in second gear.

The shift into high gear may be made by moving the lever |42 in accordance with conventional practice, this lever being pulled directly rearwardly from its forward limit of movement to its rearward limit while being maintained at 'the' second and high gear side. Such movement causes the lever |42 to rock about its pivot pin |49 (Figure 7) without rocking the shaft |45 on its axis, and no change will take place in the crossover valve mechanism shown in Figure Accordingly the pin 23 oLthe shift link I1 w l remain in engagement with the notch 25, and the -shift rail I5 will be moved from the second to the hig'h gear position. When such position is reached, the piston 41 again will be vacuum' suspended as in the low gear position.

The shift into reverse gear may be made by Vmoving the handle |42 to the left in neutral position and then forwardly to a position corresponding to the reverse gear position of a conventional shift lever.l Assuming that the lever |42 previously has been at the second and high gear side, transverse movement `of the lever, |42 to the first and reverse gear side will reverse. the previously.

described rocking of the shaft |45, and this movement will be transmitted to the crank |92 to move thestem |15 downwardly. .This operation causes the lower stem |19 (Figure 6) to seat the valve.|83 and close the vacuum port |63. The head I14,\however, will unseat the'valve |18, thus IBI, through the upper end of the bore |13 and through passage |80, over the top of the valve -|18 into the chamber I6I. The air will then flow through ports I1| and the previously described piping connections leading to the lower casing of the crossover motor. .Atmospheric pressure being present on both sides of the diaphragm 33, the spring 35 will force the diaphragm 33 upwardly, and movement will be transmitted to the shift link I1 to transfer the finger 23 to the notch 24. y i l Forward movement of the lever |42 from the neutral. position into the reverse gear position will cause the motor 4I to operate in exactly the same manner as for the shift into second gear, and such operation need not be repeated. Since the shift pin 23 is in engagement with the notch 24, the low and reverse gear shift rail will be actuated and when the reversegear position is reached, the motor piston 41 will be vacuum suspended in the same manner as for second gear.

While both valves |18 and |83 of the crossover valve device have been shown in Figure 6 as being in engagement withv their seats, it will be apparent that such position is an intermediate position and that movement of the crank 'arm |92 will unseat one ofthe rubber valves referred to. Downward movement of the stem |15 unseats the valve |18, the slight movement for this purpose from the position shown in Figure 6 being permitted by the elasticity of the valve |83. Similarly,'the elasticity of the valve |18 permits upward movement of the valve |83 a sufllcient distance to open the port |83.

Attention is invited to the fact that a follow-up action is provided in the crossover valve mechanism by virtue of the Bowden wire connection 48 between the valve |59 and the stem 34 of the crossover motor. Assuming that the lever |42 is moved transversely in neutral position from the first and reverse gear side to the second and high gear side, such action will pull the stems |15 and |19 upwardly (Figure 6) thus maintaining the atmospheric valve |18 on its seat while lifting the valve |83 to open the vacuum port |63. 'I'his action, of course, takes place upon initial transverse movement of the lever |42 and results in connecting the lower crossover motor casing 3| (Figure 12) to the intake manifold whereupon the diaphragm 33 will start to move downwardly. This motion of the diaphragm is transmitted through the Bowden wire 48 to the valve 59, thus causing it to move upwardly to provide a followup action with respect to the valve |83. So long as the transverse movement of the lever |42 is continued, the valve |83 will continue to move slightly in advance of its seat, and when the lever |42 reaches the second and high gear side, slight additional movement of the diaphragm 33 will act through the Bowden wire to move the valve |59 upwardly, thus causing the valve |83 to close the port |83.

In a similar manner a follow-up action is provided when transferring the lever .from the second and high gear side -to the ilrst and reverse gear side. Upon the initiation of such action, vacuum will lbe present in the lower casing 3| of the crossover motor, the shift linkv I1 having its pin 23'in engagement with the notch 25 of the second and high gear shift rail I5. Upon initial transverse movement of the lever. |42 toward the low gear side, the valve stems |15 and |19 will move downwardly, the compressibility of the valve |83 permitti the head |14 to move downwardly with the st m |19 a sufficient distance to permit the head |14 to unseat the valve |18. Under such conditions, the valve |83 willremain oul its seat while air will be admitted through passage |88 into the chamber |9| and thence into the lower crossover motor casing 3|.

The admission of air into the bottom of the crossover motor permits the spring 35 to start the upward movement of the diaphragm 33, and such movement is transmitted through the 4Bowden wire 48 to the valve |59 to move this valve downwardly. The seat of the valve |18 will follow slightly behind this valve during continued transverse movement of the lever |42, and during such period of operation air will be continuously admitted into the bottom of the crossover motor to permit the spring 35 to continue to move the diaphragm 33 upwardly. When the lever |42 reaches the low gear side, this movement will be arrested,

whereupon slight further upward movement of the diaphragm 33 will move the valve |59 downwardly through the Bowden wire 48 to bring the seat of the valve |18 into contact with the top of this valve and thus close the air passage |88. At such time, it will be apparent that the finger 23 of the shift link will be fully in engagement with the notch 24 to prepare the low and reverse gear shift rail |4 for operation.

The Bowden wire 40 not only provides a followup action of the crossover valve mechanism but also provides means whereby manual selection of the shift rails may be provided upon a failure of power in the crossover motor. Assuming that for some reason the crossover motor fails to operate, the two valves |18 and |83 operate to provide a mechanical connection between the crank |92 and the Bowden wire 40. to transmit movement of the crank |92 to the diaphragm of the crossover motor. For example, ifthe lever |92 moves downwardly to select the low and reverse gear shift rail for operation a'nd the crossover motor fails to function, the valve |83 will compress to a slight extent and will then positively move the valve 59 downwardly and transmit movement through the Bowden wire 4l! to effect upward movement of the crossover motor shaft and thus provide manual selection of the first and reverse gear shift rail. Upon upward movement of the crank |92,.and assuming that the crossover motor fails to operate, the valve |18 will compress slightly and then transmit upward movement to the plug |12 and thus to the valve |59, and this movement will be transmitted to the Bowden wire 48 to manually operate the crossover motor and l'select the second and high gear shift rail for operation. Upon a failure or power in thev crossover motor, therefore, the operator is enabled to manually select either shift rail for operation.

The Bowden wire 48 also provides a third function in that it prevents the lever |42 from swinging back and forth between the low gear side and high gear side except when the shift rails are in the neutral position shown in Figure 10.

' It will be apparent that the rubber valves |18 and |83 provide quite limited lost motion between the head |14 and the valve |59, and accordingly neither of these elements can move more than a slight distance unless the other element follows such movement. The Bowden wire obviously cannot move unless the shift link I1 moves, and such link cannot swing vertically except when the two shift rails are in neutral position.

Therefore it will be apparent that the Bowdenl wire prevents movement of the valve |59 except when the shift rails are in neutral position, andl accordingly theV head 14 is adapted to partake of only slight movement except when the shift rails are in neutral. Since the lever |42 cannot be moved laterally without imparting movement to the head |14, no lateral movement of the handle can take place except when in neutral position. Accordingly the lever 42 canh move only in a conventional H-path, and such path of movement of the lever |42 is provided withoutl uponvmovement of the lever |42 when the vehicle-l clutch is disengaged, thus simulating conventional gear shifting practice. In conventional practice the operator feels through the gear shift lever any resistance which is encountered by the gear shift lever and the elements connected thereto when any shifting movement is being ef,- i'ected. For example, the synchronizing devices of modern transmissions offer some resistance to the movement of a conventional gear shift lever. This resistance is felt by the operator and accordingly the operator is enabled to retard the shifting operation at the synchronizing point to permit synchronization to take place.

The diaphragm 58 and associated elements provide the manual lever 942 with resistance which is directly proportionate tothe resistance encountered by the shifting motor 42 in performing any shifting operation'. Upon any movement of the main valve 6| from its neutral position,

one end of the shifting motor win be maintained in communication with the intake manifold Vwhile air will be admitted into the other end.

Upon the admission of air into one end of the motor 42 the differential pressure which will be built up on opposite sides of the piston 41 will depend upon the resistance encountered in performing the shifting operation. For example, when there is minimum resistance offered to the shifting action', the piston 41 will move freely with only slight differential pressure on opposite sides thereof, and the same slight differential pressure will exist on opposite sides of the diaphragm 58 due to the passages connecting the diaphragm chambers 52 and 56 with the respective passages 85 and 35, the latter passages being in communication respectively with the left and right hand ends of the cylinder 42 as viewed in Figure 3. The slight differential pressure on opposite sides of the diaphragm 58 under the conditions referred to provides a slight resistance against movement of the manual lever |42.

Assuming that movement of the piston 41 encounters-increased resistance, as when the synchronizing means of the transmission comes into operation, such added resistance instantaneously retards movement of the piston 41 whereupon the admission of air into one end of the cylinder 42 increases the differential pressure on opposite sides of the piston to provide increased force for f moving the piston against the increased resistance vreferred to. The increased differential pressure on opposite sides of the piston 41 is instanabled to retard the'shiftingiaction during operation of the gear synchronizing means of the transmission to permit such means to properly function.

The present invention` broadly comprehends the provision of feel in the manually operable lever |42 regardless of the relation of the l feel providing means to any other features of l the apparatus.

However, it will be apparent from the foregoing description that the invention also contemplates the use of the force exerted by the operators hand in overcoming resistance against movement of the handle |42 to perform useful work in assisting the shifting operation.

It will be noted that upon movement of theV valve 6| in one direction, the differential pressures which will be built up on opposite'sides of the diaphragm 50 will tend to move the valve in the opposite direction. For example, when the valve 6| is moved to the right as viewed in Figure 4 upon movement of the lever |42 into first or high gear position, partial `vacuum will lle established in the chamber 56 While air will be admitted into the chamber 52 and thus the atmospheric pressure in the latter chamber will tend to move the valve 5| toward the left.

As previously stated,it is the differential pressure tending to oppose movement of the valve tl which provides the lever |42 with feel. Moreover, since the operator must overcome the differential pressures acting on the diaphragm 58 to move the valve 5l by transmitting force to the lever intermediate its ends, the force exerted by the operator is not only transmitted to the valve El but also to the rod |25, thus assisting the motor 4| in moving the piston rod 46.

Accordingly it will be apparent that the operato-r provides part of the Work delivered to the crank arm. 22, and since differential pressures acting on the diaphragm 58, which must be overcome by the operator, correspond to differential pressures in the motor 4|, the amount of work provided by the operator in any shifting operation is directly proportionate to the work performed by the motor 4|.

Considering the theory of operation by which force is delivered through the rod to the piston rod 46 in accordance with the force exerted by the'operator against the lever |42, itv will be apparent that from a slightly different aspect the feel device may be construed as a motor auxiliary vto and connected in parallel with the motor 4|. When differential pressures are provided on opposite sides of the diaphragm 58 as the result of movement of the lever |42, a force is transmitted through the valve 6| to tend to lmove the lower end of the lever |20. If the operator, having caused the feel device to exert the force referred to, should release the handle |42, no movement will be transmitted to the rod |25, the lever |20 merely pivoting about the pin |24.

On the other hand, the operator, after having moved the lever |42 and caused the feel device to .come into operation, may continue the movement of the handle |42 under which conditions the force supplied through the valve 6| by the fee1" device will tend to move the lever |20 about both pivots |2| andf |24. The operator, to continue the movement of the handle |42, must exert a force thereagainst' equal to the force generated by the feel device, under which conditions the latter device functions as a motor to tend to turn the lever |20 about the pivot |24, thus transmitting force through the rod |25 to the piston rod 46 to assist the motor 4I in performing the shifting operation. Thus, under such theory of operation, the operator moves the lever |42 to provide at the pivot point |2I a reaction equal and opposite to the reaction provided at the pivot point |22 by the operation of the feel device.

In this connection, particular attention is invited to the fact that the handle |42 in its back and forth movement does not operate against springs or any other force tending to resist movementI of the handle |42 except the resistance provided by the feel mechanism and the negligible friction of the mechanical connections, and it is for this reason that resistance to the movement of the handle |42 is always proportional to the resistance encountered in the shifting operation. For the same reason, the amount of work provided by the operator is proportional to the work performed by the motor 4|.

The work performed by the operator is preferably a. relatively small proportion of the work required for operating the crank arm 22, but is suicient to permit the use of a smaller motor 4| than would be required if such motor per-A formed all of the work in each shifting operation. Obviously the relation between the amount of work performed by the' motor 4| and by the operator will depend upon several condi. tions in the embodiment of invention illustrated. For example, it will be dependent upon the relative effective areas of the diaphragm 58 and motor piston 4l, and it will be dependent upon the relative lever lengths of the various connections between the lever |42 and the-valve 6| and rod |25. Obviously, the relation between the work performed by the motor 4| and the operator may be predetermined by properly designing the parts referred to.

In other words, the relation of the effective area of the diaphragm 58 to the area of the piston 41 may be such that the feel device causes the expenditure of one-half as much work as the motor 4|. Similarly, the various lever arms connected between the lever |42 and the valve 6| may be so designed as topfurther reduce the ratio of the work transmitted through the rod |25. The relationship between' the elements and conditions determining the proportion of the work performed by the operator constitutes a mechanical advantage system which is highly flexible in design according to the demands of dierent motor vehicle manufacturers.

In my copending application Serial No. 162,051, referred to above, the two elements comprising the main valve mechanism for controlling the longitudinal shifting motor have their movement with respect to each other limited in order to provide means forming a direct mechanical connection whereby the operator is enabled to manually move the shift rails in the event of a failure in power in the shifting motor. This feature per se is claimed in the copending application referred to. The same general feature of operation is provided in the present construction and is rendered more efficient and practicable through the operation of the-feel means l described above.

Referring to Figures 1 and 4 it will be noted that the valve 6| moves only a relatively slight distance on opposite sides of its neutral position to energize the motor 4| and effect the shifting operation in accordance with the foregoing description. If the motor 4| fails to function in its intended manner, the valve 6| is adapted to partake of somewhat further movement away from its neutral position, and this movement will be limited by the disks 20| and 202. Under such conditions the operator may exert substantially greater than the normal amount of force against the lever |42 to effect a shift into a gear position.

Assuming that the operator desires to make a shift into low gear as when starting the vehicle, the operation previously described will take place,

the handle |43 being moved to the left as viewed by the operator and then rearwardly whereupon movement will be transmitted to the valve 6| in the manner described to move this element to the right as viewed in Figures 1 and 4. If the motor 4| fails to function, movement of the handle |42 in the manner stated will cause the valve to move toward the right as viewed in Figure 4 until the disk 20| contacts with the adjacent portion of the housing 5|, thus preventing further movement of the valve. Such movement will have been transmitted to the valve 6| by swinging movement of the bell crank lever ||1 in a counter-clockwise direction, the pivot pin |2| thus moving toward the right as shown in Figure 1. When' the valve 6| reaches its limit of movement referred to and force is applied to the lever |42 to move it rearwardly toward low gear position, this action will cause continued movement of the pivot pin |2| to the right as viewed in Figure 1, thus swinging the lever |20 about the pivot pin |22. This movement will be transmitted through the rod |25'to the piston rod 46 to swing the crank arm 22 and thus move the shift rail |4 into low gear position.

It will be apparent that either shift rail may be manually moved into either of its gear positions in the same manner when the motor 4| fails to function. From the foregoing description it will be apparent that the crossover valve |50 permits manual selection of either shift rail for operation, and the valve 6| has its movement limited in both directions. When either limit of movement of the valve 6| is reached, upon a given movement of the lever |42, continued movement of this lever will transmit movement to the rod |25 to swing the crank arm 22 in the same manner that it would have been swung if the motor 4| had functioned in its intended manner.

The motor 4| is so instantaneously responsive to movement of the valve 5| as to minimize the possibility that the operator may move the handle |42 suiciently rapidly to cause the valve 6| to move t0 either limit of its movement before the motor 4| responds to the valve operation and effects the follow-up action through the rod |25. However, the use of the feel feature of the present construction in conjunction with the feature of providing manual actuation of the shift l rails is highly advantageous in that it renders it substantially impossible for the operator to move the handle |42 in any shifting operation sufciently rapidly to cause the valve 6| to move to either of its limits of movement. It .will be noted that the application of differential pressures on opposite sides of the diaphragm 58 to provide the lever |42 with feel also acts to resist movement of the lever |42. Accordingly this handle is not completely freely movable, and when there is a minimum resistance to operation of the shifting motor the slight differential pressures built up on opposite sides of the diaphragm 58 provide the lever |42 with sufficient resistance, taken together with the instantaneous response of the motor 4| to operation of the valve 6|, to prevent the operator from moving the lever |42 suiciently rapidly to move the valve 6| to either limit of movement, except upon a failure of power in the motor 4|.

In addition to the foregoing features, other advantages in construction and operation are inherent in the present apparatus. For example, the motor 4|, the main valve mechanism and the operating and controlling means therefor are abonen' mounted as a single unit, thus facilitating the construction of the apparatus and providing an efiicient operation. Moreover, it will be apparent that the valve housing t and diaphragm housing 5l are rigidly connected to one end of a motor cylinder 42 and form the sole means for supporting such member. The rubber block im provides a resilient support for the valve housing 54, thus permitting the motor 42 to partake of the vertical movement imparted thereto incident to the arcuate movement of the pivot pin '58.

Moreover, it will be apparent that the gear set is a unit with the power plant of the motor vehicle and in modern practice, a vehicle power plant is cushioned for movement in the vehicle frame. On the other hand, the rigid supporting bracket m9, the connections for operating the main valve, etc., are fixed with respect 'to the vehicle frame. Accordingly relative movement between the vehicle power plant and the frame must be compensated for, and the rubber mounting l l@ provides this additional function. This mounting provides a universal support for the main valve housing 54 and accordingly for the forward end of the cylinder 42, thusA permitting the rear end of this cylinder and the piston rod 65 to partake of all movements incident to the operation of the shifting apparatus and operation of the vehicle power plant.

In connection with the present application reference is made to applicants prior Patent No. 2,180,330, issued November 14, 1939.

It is to be understood that the form of the invention herewith shown and described is to be taken as a preferred example of the same and that various changes in the shape, si'ze and arrangement of parts may be resorted to without departing from the spirit ofthe invention or the scope of the subjoined claims.

I claim: l

l. The combination with a shiftable transmissionl operating member, of means for moving said shiftable member comprising a motor means for applying a force thereto, a manually movable control member accessible to the operator and connected to control the energization of said motor means, and means responsive solely to energization of said motor resulting from movement of said control member for applying a smaller and substantially proportional force to said control member opposing all movements thereof from any position simultaneously with the application of said r'st mentioned force, whereby the operator always will feel a resistance to movement of the control member substantially proportional to the resistance encountered by said shiftable member, said'last named means being. constructed and arranged to be inoperative when said motor means is deenergized in any posi-.g tion of said shiftable member.

2. The combination with a shiftable transmission operating member, of means for moving said shiftable member comprising a motor means for applying a force thereto, a manually movable control member accessible to the operator and connected to control the energization ofsaid motor means, and a iiuid pressure operated device responsive solely to energization of said motor resulting from movement of said control member for opposing all movements of said control member from Pny position simultaneously with the application of force to said shiftable member whereby theoperator always will feel a resistance to the movement of the control member substantially proportional to the resistance encountered by said shiftable member, said device being constructed and arranged to be inoperative when said motor is deenerg'ized in any position of said shiftable member.

3. The combination with a transmission operating member shiftable in opposite directions from a neutral position into different transmission setting positions, of means for moving said operating member comprising a motor for applyy ing a force thereto for moving it in either direction, a manual control member, a control mech-- anisrn connected to be controlled by said manual member and by said motor to cause the latter to partake of a follow-up action with respect to said manual member in either direction of movement of said transmission operating member, and means responsive solely to energization of said motor resulting from operation of said control mechanism by said manual member for eiecting a force reaction on said manual member substantially proportional to the force developed by said motor, said last named means being constructed and arranged to be inoperative in any position of said transmission operating member when said motor is deenergized.

' 4. The combination with a transmission oper-- ating member shiftable in opposite Vdirections from. a neutral position into different transmission setting positions, of means for moving said operating member comprising a fluid pressure motor having a pressure responsive member for applying a force to said operating member for moving it in eitherldirectlon, a manual control member, a control valve mechanism connected to be operated by said manual member and said motor to cause the pressure responsive member of said motor to partake of a follow-up action with respect to said manual member, and means for utilizing differential pressures in said motor only resulting from operation of said valve mechanism by said manual member for effecting a force reaction onthe manual member substantially proportional to the force developed by the fluid pressure motor, said last named means being constructed and arranged to be inoperative in any position of said transmission operating member when pressures are 4balanced in said fluid pressure motor.

5. The combination with a transmission hav ing a shiftable transmission operating member movable in opposite directions from a neutral position into differenttransmission setting positions, of a diierential fluid pressure motor connected to move said shiftable member in either direction, a source of non-atmospheric pressure, a control valve mechanism for said motor comprising a. pair of freely relatively movable valve members normally arranged in a relative neutral position balancing pressures in the ends of said motor and operative when out of said relative neutral position to connect one end of said motor to said source and the other to the atmosa shiftable transmission operating member movable in opposite directions from a neutral position into different transmission setting positions, of a differential uid pressure motor connected to move said shiftable member in either direction, a source of non-atmospheric pressure, a control valve mechanism for said motor comprising a pair of freely relatively movable valve members normally arranged in a relative neutral position balancing pressures in the ends of said motor and operative when out of said relative neutral position to connect one end of said motor to said source and the other to the atmosphere, manual means for relatively moving said valve l5 members out of their relative neutral position, said valve members being reversely relatively movable upon operation of said motor to tend to restore them to said relative neutral position, and means for utilizing differential pressures in said motor resulting from relative movement of said valves out of said relative neutral position for effecting a force reaction on the manual means substantially proportional to the force developed by said uid pressure motor, said last named means being constructed and arranged to be inoperative in any position of said shiftable member when said valve members are in said relative neutral position.

'7. The combination with a transmission having a shiftable transmission operating member movable in opposite directions from a neutral position into different transmission setting positions, of a differential uid pressure motor connected to move said shiftable member in either direction, a source of non-atmospheric pressure,

a control valve mechanism for said motor comprising a pair of freely relatively movable valve members normally arranged in a relative neutral position balancing pressures in the ends of said motor and operative when out of said relative neutral position to connect one end of said motor to said source and the other to the atmosphere to generate a force in said motor to move said shiftable member, manual means for relatively moving said valve members out of their relative neutral position, said valve members being reversely relatively movable upon operation of said motor to tend to restore them to said relative neutral position, and means for applying a 50. smaller and substantially proportional force opposing all relative movements of said valve members away from said relative neutral position simultaneously with the application of said rst mentioned force whereby any such relative movement of said valve members will be resisted to a degree substantially proportional to the resistance encountered by said shiftable member, said last named mean's being constructed and arranged to be inoperative in any position of said shiftable member when said valve members are in said relative neutral position.

8. The combination with a transmission having a shiftable transmission operating member movable in opposite directions from a neutral position into different transmission setting positions, of a differential uid pressure motor, motion transmitting means connected between said motor and said shiftable member, a source of non-atmospheric pressure, a control valve mechanism comprising a pair of freely relatively movable valve members normally arranged in a relative neutral position balancing pressures in the ends of said motor, a manually movable control member connected to relatively move said valve members out of said relative neutral position to connect either end of said motor to said source and the other end tofthe atmosphere, said valve members being connected to be relatively moved by said motion transmitting means whereby operation of said motor tends to restore said valve 5 members to said relative neutral position, and means for resisting relative movement of said valve members out of said relative neutral position, said lastnamed means being constructed and arranged to be inoperative in any position 10 of said shiftable member when said valve members are in said relative neutral position.

9. The combination with a transmission having a shiftable transmission operating member movable in opposite directions from a neutral 15 position into different transmission setting positions, of a differential uid pressure motor connected to move said shiftable member, a source of non-atmospheric pressure, a control valve mechanism comprising a pair of freely rela- 20 tively movable valve members normally arranged in a relative neutral position balancing pressures in the ends of said motor and operative when out of said relative neutral position to connect either end of said motor to said source and 25 the other to the atmosphere, manual means for relatively moving said valve members out of said relative neutral position, means responsive to the operation of said motor for reversely relatively moving'said valve members to tend to re- 30 store them to said relative neutral position, and means for applying a force reaction to the manual means substantially proportional to the force developed by the fluid pressure motor, said last named means being constructed and ar- 35 ranged to be inoperative in any position of said transmission operating member when said valve members are in said relative neutral position.

10. The combination with a shiftable transmission operating member movable in opposite 40 directions from a neutral position into different transmission setting positions, of a differential uid pressure motor connected to said shiftable member, a source of non-atmospheric pressure,

a pair of valve members normally arranged in s relative neutral position-balancing pressures in the ends of said motor and freely relatively movable from saidvrelative neutral position to connect one end of said motor to said source and the other end to the atmosphere, means for ef- 50 fecting relative movement of said valve members, means responsive to operation of said motor for tending to restore said valve members to said relative neutral position, and means responsive solely to differential pressures in said motor re- 55 sulting from movement of said valve members out of said relative neutral position for resisting relative movement of said valve members in either direction from saidrelative neutral position. I

11. The combination with a shiftable transmission operating member movable in opposite directions from a neutral position into different transmission setting positions, of a diierential fluid pressure motor connected to said shiftable o5 member, a source of non-atmospheric pressure,

a pair of valve members normally arranged in relative neutral position balancing pressures in the ends of said motor and freely relatively movable from said relative neutral position to con- 70 nect one end of said motor to said source and the other end to the atmosphere, means for effecting relative movement of said valve members, means responsive to operation of said motor for tending to restore said valve members to said 75 'memben a source of non-atmospheric pressure,

a pair of valve members normally arranged in relative neutral position and relatively movable from such position, one valve member having a pair of spaced ports communicating with the respective ends of said motor, said ports being connectible to said source and to the atmosphere, the other valve member having portions cooperating With said ports and operable to disconnect both ports from the atmosphere and connect them to said source when said valvemembers are in said relative neutral position, or to connect one port to the atmosphere and the other to said source `f/hen said valves are relatively moved out of said relative neutral position, means for relatively moving said valve members, means responsive to operation of said motor for tending to restore saidy valve members to said relative neutral position, and means for resisting relative movement of said valve members away from said relative neutral position.

13. The combination with a shiftable transmission operating member movable in opposite directions from a neutral position into diierent transmission setting positions, of a dilerential fluid pressure motor connected to said shiftable member, a source of non-atmospheric pressure, a pair of valve members normally arranged in relative neutral position and relatively movable from such position, one valve member.l having a pair of spaced ports communicating with the respective ends of said motor, said ports being con-l nectible to said source and to the atmosphere, the other valve member having portions cooperating with said ports and operable to disconnect both vports from the atmosphere'and connect them to said source when said valve members are in said relative neutral position, or to connect one port to the atmosphere and the other to said source when said valves are relatively moved out of said relative neutral position, means for relatively moving said valve.members, means responsive' to operation of said motor for tending to restore said valve members to said relative neutral position, and means responsive in accordance with the diierential pressures in said motor for resisting relative movement of said valves away from said relative neutral position.

14. The combination with a pair of shiftable members for providing different gear ratios' in a transmission, of an actuating member, crossover means for selectively moving said actuating member into engagement with said shiftable members to select them for actuation, a fluid pressure motor having a pressure responsive member therein connected, to said actuating member, a source of partial vacuum, a pair of valve members normally arranged in relative neutral position balancing pressures in the ends of said motor, and freely relatively movable from such relative neutral position to connect one end of said motor to said source and the other to the atmosphere, a common operating handle for controlling said crossover means and eiecting relative movement of said valve members out of said relative neutral position, means responsive to operation of said motor for tending to restore said valve members to said relative neutral position, and means responsive solely to differential pressures in said ,motor resulting from movement of said valve members out of said relative neutral position for reacting against said operating handle to resist movement thereof to a degree proportionate to the resistance encountered by the selected'shiftable member.

15. 'Ihe combination with a pair of shiftable members for providing different gear ratios in a transmission, of an actuating member, crossover means for selectively moving said actuating member into engagement with said shiftable members to select them for actuation, a fiuid pressure motor having a pressure responsive member therein connected to said actuating.

member, a source of partial vacuum, a pair of valve members normally arranged in relative neutral position and relatively movable away' from such relative position, one valve member having a pair of spaced ports communicating with the respective ends of said motor, said ports being connectible to said source and to the atmosphere. the other valve member having portions cooperating with said ports to disconnect both ports fromthe atmosphere and connect them to said source when said valve members are in' said relativeneutral position, and to connect one port to the atmosphere and the other to said source when said valves are relatively moved out of said relative neutral position, a common operating handle for controlling said crossover means and for relatively moving said valve members, means responsive to operation of said motor for tending to -restore said valve members to said relative neutral position, and means reacting against said handle to resist movement of the latter to a degree proportionate to the resistance encountered bythe selected shiftable member.

16. The combination with a shiftable transmission operating member shiftable in opposite directions from a neutral position into dierent transmission setting positions, of a. double acting motor for applying a force to said shiftable member, a manually operable member movable in opposite directions from a neutral position and connected to control energization of said motor, and means responsive solely to energizetion of said motor resulting from movement of said manually operable member forv applying a smaller and substantially proportional force to said manually operable `member opposing all movements thereof in either direction from any position simultaneously with the. application of the rst mentioned force to move said shiftable member in either direction, whereby the operator always will feel a resistance to the movement of the-manually operable member in either direction from any position substantially proportional to the resistance encountered by said shiftable member, said means being constructed and arranged to be inoperative when said motor is deenergized in any position of said shiftable member.

17. The combination with a shiftable transmission operating member shiftable from a neutral position into different transmission setting positions, of a double acting uid pressure motor for applying a force to said shiftable member to move it in opposite directions from its neutral position, a manually operable member connected ioy to control the admission of uid pressures to said motor, and means subject solely to the fluid pressures in said motor for opposing all movements of said manually operable member in either direction from any position simultaneously with the application of force to said shiftable member whereby the operator always will feel a resistance to the movement of the manually operable member in either direction substantially proportional ,to the resistance encountered by said shiftable member, said meansy being constructed and arranged to be inoperative when said motor is deenergized in any position of said shiftable member.

18. The combination with a shiftable transmission operating member movable in opposite directions into different transmission setting positions, of an actuating mechanism connected to said shiftable member and including a motor, and a control mechanism connected to control said motor, comprising a manually operable member, means controlled by said manually operable member for determining the energization of said motor, and-a single reaction means responsive solely to energization of said motor for providing a smaller force substantially proportional to the force exerted by said motor and acting oppositely with respect to said actuating mechanism, to assist in operating the latter, and said manually operable member, whereby the operator, in any position of said manually operable member and in either direction of movement thereof, will feel a resistance to the movement of said manually operable member substantially proportional to the resistance encountered by said shiftable member, said reaction means being constructed and arranged to be inoperative when said motor is deenergized in any position of said shiftable member.

19. The combination with a transmission operating member shiftable in opposite directions from a neutral position into different transmission setting positions, of an actuating mechanism connected to move Said control member and including a double acting motor, and a control mechanism connected to control said motor, comprising a manually operable member movable in opposite directions from a neutral position, means controlled by said manually operable member for determining the energization of said motor, and a single reaction means responsive solely to energization of said motor for generating a smaller force substantially proportional to the force exerted by said motor in either direction of operation thereof, said reaction means acting oppositely with respect to said actuating mechanism, to assist in operating the latter, and said manually operable member, whereby the operator, in any position of said manually operable member and in either direction of movement thereof, will feel a resistance to movement of said manually operable member substantially proportional to the resistance encountered by said shiftable member, said reaction means being constructed and arranged to be inoperative when said motor is deenergized in any position of said shiftable member. I

20. The combination with a shiftable transmission operating member movable into different transmission setting positions, of an actuating -mechanism connected to actuate said shiftable member, comprising a pair of motors connected in parallel to actuate said shiftable member, each motor having a pair of relatively movable members, a manually operable member connected to one of said motors to be subject to the reaction force therefrom, a source of power, and control means for determining the energization of said motors by said source, said control means being connected for actuation bysaid manually operable member, said motors being subject to energization solely by said source.

21 The combination with a transmission operating member shiftable in opposite directions from a neutral position into different transmission setting positions, of an actuating mechanism connected to actuate said shiftable member, comprising a pair of fluid pressure motors connected in parallel to actuate said shiftable member, each motor having a pair of relatively movable members constructed and arranged to be reacted upon solely by fluid pressures, a manually operable member connected to one of said motors to be subject to reactions therein according to the degree of pressure therein, and valve means for controlling the energization of said motors, said valve means being connected for actuation by said manually operable member.

22. The combination with a shiftable transmission operating member for providing different gear ratios, of an actuating mechanism connected to move said shiftable member and including a motor and a control mechanism therefor, a manually operable member connected to control said control mechanism, and a mechanical advantage system reacting between said manually operable member and said actuating mechanism, said system comprising a device responsive solely to energization of said motor resulting from operation of said control mechanism by said manually operable member to transmit force to said manually operable member whereby the operator will feel a resistance to the movement of said manually operable member substantially proportional to the resistance encountered by said shiftable member and whereby aforce substantially proportional to the force exerted by the operator to move said manually operable I'nember will be transmitted to said actuating mechanism to assist in moving said shiftable member, said mechanical advantage system being constructed and arranged to be subject solely to the force generated in said motor and the force applied to said manually operable member by the operator.

23. The combination with a transmission operating member shiftable in opposite directions from a neutral position into different transmission setting positions, of an actuating mechanism connected to move said shiftable member and including a double acting motor and a control mechanism therefor, a manually operable member movable in opposite directions from a neutral position and connected to control said control mechanism, and a mechanical advantage system reacting between said manually operable member and said actuating mechanism, said system comprising a device responsible solely to energization of said motor resulting from operation of said control mechanism by said manually operable member to transmit force to said manually operable member opposing movement thereof in either direction whereby the operator will feel a resistance to the movement of said manually operable member in either direction substantially proportional to the resistance encountered by said shiftable member and whereby a force substantially proportional to the force exerted by the operator to move said manually operable member in either direction will be transmitted to said actuating mechanism to assist in moving said shiftable member, said mechanical advantage system being constructed and arranged to be subject solely to the force generated in said motor and the force applied to said manually operable member by the operator.

24. The combination with a shiftable transmission operating member, of means for moving said shiftable member comprising motor means for applying a force thereto, a manually operable member, control means connected for operation by said manually operable member to control energization of said motor means, and means responsive solely to energization of said motor resulting from movement of said manually operable member for applying a smaller and substantially proportional force to said control member opposing movement thereof from any position simultaneously with the application of said rst mentioned force, whereby the operator al- Ways will feel a resistance to the movement of the manually operable member substantially proportional to the resistance encountered by said shiftable member, saidlast named means being constructed and arranged to be inoperative when said motor means is deenergized in any position of said shiftable member, said control means having a normally inoperative lost motion connection therein operable upon a failure in power in said motor means for transmitting movement from said manually operable member to said shiftable member.

25. The combination with a shiftable transmission operating member, of means for moving said shiftable member comprising motor means for applying a force thereto, a manually operable member, control means connected for operation by said manually operable member to control energization of said motor means, and a fluid pressure operated device responsive solely to energization of said motor resulting from movement of said manually operable member for opposing movement of said control member from any position simultaneously with the application of force to said shiftable member whereby the operator always will feel a resistance to the movement of the manually operable member substantially proportional to the resistance encountered by said shiftable member, said device being constructed and arranged to be inoperative when saidmotor is deenergized in any position of said shiftable member, said control means having a normally inoperative lost motion connection therein operable upon a failure of power in said motor for completing a directl mechanical connection from said manually operable member to said'shiftable member.

26. The combination with ashiftable transmission operating member, of means for moving said shiftable member comprising a iiuid pressure operated motor for applying a force thereto, a manually operable member, control means including a valve device connected for operation P by said manually operable member to control fluid pressure in said motor means, and a fiuid pressure operated device connected to be subject solely to uid pressures in said motor and connected for opposing movement of saidv manually operable member from any position simultaneously with the application of force to said shiftable member whereby the operator always will feel a resistance to the movement of the manually operable member substantially proportional to the resistance encountered by said shiftable member, said device being constructed and arranged to' be inoperative when said motor ls deenergized in any position of said shiftable member, said control means including a normally inoperative lost motion connection operable upon a failure of power in said motor to complete a mechanical force transmitting system between said manually operable member and said shiftable member.

27. The combination with a pair of shiftable members for providing different gear ratios in a transmission, of a selecting mechanism .having a member movable for selectively conditioning said shiftable members. for actuation, a motor for applying a force to the selected shiftable member for moving it in either direction, a

4 manual control member, a follow-up control mechanism constructed and arranged to be con- 'ber when said motor is deenergized, and means constructed and arranged to transmit a different movement of said manual control member to said selecting mechanism wholly independently of said control mechanism.

28. The combination with a pair of shiftable members for providing different gear ratios in a transmission, of a selecting mechanism for selectively conditioning said shiftable members for actuation, a uid pressure motor having a pressure responsive member for applying a force to the selected shiftable member for moving it in either direction, a manual control member, a follow-up valve mechanism connected to be operated byl said manual member in one path of movement thereof and by said motor to cause the pressure responsive member of said motor to partake of a follow-up action with respect to said manual member, means for utilizing differential pressures in said motor only resulting from operation of said valve mechanism by movement of said manual member in said path for effecting a force reaction on said manual member substantially proportional to the force developed by the uid pressure motor, said means being constructed and arranged to be inoperative in any position of the selected shiftable member when pressures are balanced in said fluid pressure motor, and means connected and arranged to transmit movement of said manual member ina different path to said selecting mechanism wholly independently of said control valve mechanism,

29. The combination ywith a pair of shiftable members for providing different gear ratios in a transmission, of a selecting mechanism having a member movable for selectively conditioning said shiftable members for actuation, a selecting motor for actuating said movable member, a shifting motor connected to shift the selected shiftable member, a control mechanism connected to control each of said motors, a common operating handle connected to control said coni trol mechanisms, said handle being movable in one direction to control said shifting motor and in another direction to control said selecting motor, and normally inoperative instrumentalities connected to directly transmit movement of said handle in said last named direction to operate the movable means of said selecting mechanism upon failure in power in said selecting motor.

30. The combination with a pair of shiftable members for providing different gear ratios in a transmission, of a selecting mechanism having a member movable for selectively conditioning said shiftable members for actuation, a selecting motor for actuating said movable member, a shifting motor connected to shift the selected shiftable member, a control mechanism connected to control each of said motors, a common operating handle connected to control said control mechanisms, said handle being movable in one direction to control said shifting motor and in another direction to control said selecting motor, normally inoperative instrumentalities connected to directly transmit movement of said handle in said last named direction to operate the movable means of said selecting mechanism upon failure in power in said selecting motor, and means for transmitting movement of said handle in the first named direction to manually move the selected shiftable member upon a failure in power in said shifting motor.

31. The combination with a shiftable transmission operating member, of an arm connected to move said shiftable member, a motor having a movable member projecting from one end thereof and connected to said arm to move the latter upon energization of said motor, control mechanism connected to control said motor and 35 including a, body rigidly connected to the other end of said motor, and means connected to universally support said body.

32. The combination with a shiftable transmission operating member, of an arm connected to move said shiftable member, a motor having a movable member projecting from one end thereof and connected to said arm to move the latter upon energization of said motor, control mechanism connected to control said motor and including a body rigidly connected to the other end of said motor, a stationary support, and elastic means carried by said support and connected to said body to support the latter.

33. The combination with a shiftable transmission operating member, of an arm connected to move said shiftable member, a fluid pressure operated motor having a piston therein and a piston rod connected to said piston and extending from one end of said motor for connection with said arm, control valve mechanism for said motor including a body rigidly connected to the other end of said motorL and means for universally supporting said body.

34. The combination with a shiftable transmission operating member, of an arm connected to move said shiftable member, a fluid pressure operated motor having a piston therein and a piston rod connected to said piston and extending from one end of said motor for connection with said arm, control valve mechanism for said motor including a body rigidly connected to the other end of said motor, a rigid support, and elastic means carried by said support and connected to said body to support the latter.

HENRY W. HEY. 

